Railway car



Nov. l2, 1935. w. E. WINE 2,020,391

RAILWAY CAR Filed April 29. 1931 l1 Sheets-Sheet l www. uw BY @ATTORNEYS W. E. WINE RAILWAY CAR Nov. 12, 193.5.l

l1 Sheets-Sheet 2 Filed April 29, 1931 W. E. WINE vRAILWAY CAR Nov. 12, 1935.

W. E. WINE RAILWAY CAR Nov. 12, 1935.

l1 Sheets-Sheet 4 Filed April 29, 1931 Nov. 12, 1935. w. E. WINE RAILWAY CAR Filed April 29, 1951 l1 Sheets-Sheet 5 I .m5 m N T m 7g 15 Z5 Z Q Q l1 64 77 67 Q go@ 9 v l Nov. 12, 1935. W- E, WINE 2,020,391 f RAILWAY CAR l Filed April 29, 1931 ll Sheets-Sheet 7 Y INVENTOR BY w @ATTORNEYS Nov. l2, 1935. w, E W|NE 2,020,391

RAILWAY CAR Filed April 2,9. 1931- 11 Sheets-Sheet`8 INTOR 7 1 l BY n y 2:.

ATTORNEYS Nov. 12, 1935.

w. E. WINE 2,020,391

RAILWAY CAR Filed April 29, 1931 ll Sheets-Sheet 9 INVENTOR MM5@ BY LbATToRNEYs Nov. l2, 1935. w. E. WINE RAILWAY CAR' Filed April 29, 1931 l1 Sheets-Sheet l0 INVENTOR v m nlp BY E' ATTORNEY;

W. E. WINE Nov. 12, 1935.V

RAILWAY CAR Filed April 29, 1931 ll Sheets-Sheet l1 INVENTOR l MM 2L@ BY Z. ,l 0

L ATTORNEYS Patented Nov. 12, 1935 UNITED STATES PATENT OFFICE RAILWAY CAR William E. Wine, Toledo, Ohio Application April 29, 1931, Serial No. 533,848

, 118 Claims. (Cl. 105-247) My invention relates to railway cars and more particularly to cars of the hopper type. It has for its principal object the production of an improved center sill which may be conveniently provided with simple means whereby adjoining parts of the car may be associated and connected there- A principal feature of the invention consists in providing the railway car with a cast metal center ,0 sill having side walls and an arched top wall.

Another feature of the invention consists in providing the top wall of the center sill which integrally connects the side walls thereof with downwardly diverging portions inclined trans- ,5 versely of the car.

Another feature of the invention consists in providing the cast metal center sill with integrally connected side, top and bottom walls, the side and top walls extending from one end of the still to the other and the bottom wall terminating inwardly of the ends. y

A still further feature of the invention consists 'f in providing the center sill with angularly shaped members for integrally connecting the side walls thereof, the members being preferably disposed adjacent stops or abutments with which the sill may be provided for cooperating with followers of the draft gears of the car.

A further feature of the invention consists in integrally forming the center sill with a center plate which is provided with a hollow substanti-` ally cylindrical portion for receiving a center pin, the cylindrical portion being integrally connected to the side Walls of the sill by a substantially horizontal web portion.

A still further feature of the invention consists in integrally forming the center sill with a center plate provided with an upwardly extending portion for receiving a center pin, the center pin receiving portion being rigidied by a plurality of substantially vertical ribs, some of which are formed integral with the side walls of the sill.

A still lfurther feature of the invention consists in integrally forming the center sill which is provided with side, top and bottom walls with laterally projecting brackets affording means to which a body bolster may be attached.

A still further feature of the invention consists 30 in integrally providing the spaced walls of the center sill with laterally projecting brackets, each of which has a substantially horizontal plate portion affording means to which a body bolster may be secured, the walls of the sill being integrally 55 connected by a web portion disposed in the plane of and constituting a continuation of the plate portions of the brackets.

Still another feature of the invention consists in integrally providing the center sill with an upstanding projection affording means to which a 5 body bolster may be secured.

Still another feature of the invention consists in forming the side walls of the center sill with laterally projecting downwardly inclined portions for supportingly cooperating with inclined floor sheets of the car.

Still another feature of the invention consists in providing the center sill with an arched top wall integrally connecting the side walls thereof, flange means being formed integral with the sill l5 and having portions extending across said top wall and downwardly along said side wall affording means to which inclined floor sheets of the car may be secured.

' Still another feature of the invention consists 20 in integrally forming the side Walls of the center sill with portions adapted to support adjacent portions of the cross ridge sheets of the car.

Still another feature of the invention consists in integrally forming the sidewalls of the car with laterally projecting members each of which has downwardly diverging portions adapted to underlie and support adjacent portions of a cross ridge sheet of the car.

A still further feature of the invention consists in providing the center sill with a top Wall having portions inclined transversely of the car and with laterally projecting members having portions inclined longitudinally of the car.

A still further feature of the invention consists A in rigidly providing the center sill with means adapted to be disposed in interlocking relation with portions of a cross bearer.

A still further feature of the invention consists in integrally providing the center sill with upwardly extending members having offset portions adapted to `overlie adjacent portions of a cross bearer of the car.

A still further feature of. the invention consists in providing, in combination, a center sill, a pair of downwardly diverging inclined floor sheets disposed on each side of the center sill and members respectively rigid with and projecting laterally from the side of the sill, each of said members having diverglng portions for supportingly cooperating with adjacent portions of the floor sheets.

A still further feature of the invention consists in providing, in combination, a center sill, brackets mounted on the sides of the car, transversely extending members disposed on opposite sides of the center sill and respectively secured to said brackets and to the sill, and inclined floor sheets diverglng downwardly on opposite sides of said transversely extending members rigidly secured thereto in overlapping relation.

Other and more specific features of the inven tion residing in advantageous forms, combinations and relations of parts will hereinafter appear and be pointed out in the claims.

In the drawings illustrating a preferred embodiment of the invention:

Figure 1 is a plan View of a railway hopper car.

Figure 2 is a side elevational view of the car.

Figure 3 is a fragmentary end elevational view of the car.

Figures 4 and 5 are sectional views taken on lines 4-4 and 5 5, respectively, of Figure 3.

Figure 6 is a plan view of somewhat more than one half of the center sill.

Figure '7 is a side elevational view of the portion of the center sill shown in Figure 6.

Figure 8 is an enlarged plan view of the portion of the center sill adjacent an end thereof.

Figures 9 and 10 are respectively'side and bottom elevational views of the portion of the sill shown in Figure 8.

Figure 1l is an end elevational view of the sill.

Figures 12 and 13 are transverseA vertical sectional views taken on lines I2-I2 and I3-I3, respectively, of Figure 8.

Figure 14 is a transverse vertical sectional view taken on line Ill-I4, of Figure 9.

Figures l5 and 16 are longitudinal, vertical sectional views taken on lines I5-I5 and I6-I6, respectively, of Figure 8.

Figure 17 is a fragmentary plan view of the center sill from a point inwardly of the point to which one of the body bolsters is adapted to be secured to a point beyond the center of the sill.

Figure 18 is a side elevational view of the portion of the sill illustrated in Figure 17.

Figures 19, 20 and 2l are transverse. vertical sectional views taken on lines I9-I9, 2li-20 and 2I-2I, respectively of Figure 18.

Figures 22 and 23 are longitudinal vertical sectional views taken on lines 22-22 and 23-23, respectively, of Figure 17.

Figure 24 is a fragmentary transverse vertical sectional view taken on line 24-24, Figure 2.

Figures 25, 26 and 27 are longitudinal sectional views taken on lines 25-25, 26-26 and 21-2`I, respectively, of Figure 24.

Figure 28 is a horizontal sectional view taken on line 28-23, of Figure 24.

Figure 29 is a longitudinal vertical sectional view of the car adjacent one of the body bolsters showing the manner in which the floor sheets of the car are secured to the center sill.

Figure 30 is a plan view of the portion of the construction illustrated in Figure 29.

Figure 31 is a plan view of one of the sections of the body bolster.

Figures 32 and 33 are respectively side and bottom elevational views of the section of the body bolster shown in Figure 3l.

Figure 34 is an end elevational view of the body bolster section as viewed from the right-hand side of Figure 32.

Figure 35 is an end elevational view of the body bolster section as viewed from the left-hand side of Figure 32.

Figures 36 and 37 are detail sectional views taken on lines 36-36 and 31-31, respectively, of Figure 32.

Figure 38 is a transverse vertical sectional view of the car taken on line 38-38, of Figure 2.

Figures 39, 40 and 41 are respectively longitudinal sectional views taken on lines 39-39,'

40-40 and 4I-4I, respectively, of Figure 38.

Figure 42 is an enlarged side elevational view of somewhat more than one-half of the cross bearer.

Figure 43 is a top plan View of the portion of the cross bearer illustrated in Figure 42.

Figure 44 is an end elevational view of the cross bearer as viewed from the right-hand side of Figure 42.

Figures 45, 46, 47, 48, 49 and 50 are enlarged detail sectional views taken on lines 45-45, 46-46, 41-41, 48-48, 49-49 and Sli- 50, respectively, of Figure 42.

Figure 51 is a fragmentary transverse vertical sectional view on line 5I-5I, of Figure 2.

Figures 52 and 53 are longitudinal vertical sectional views taken on lines 52-52 and 53-53, respectively, of Figure 51.

Figures 54 and 55 are detail sectional views taken on lines 54-54 and 55-55, respectively, of Figure 52.

Referring more particularly to the drawings,

for convenience of reference, the center sill is designated by the letter A, the side sills by B, the end sills by C, the body bolster by D and the cross bearer by E. As is well known these parts of the car generally constitute what is termed the underframe.

The sides and ends of the car are respectively formed by metal sheets I and 2, respectively. At their lower edges the side sheets are secured to the side sills which, intermediate the body bol- .a

sters, are preferably of substantially Z-shape having upper and lower anges 3 and 4, respectively, connected by a web 5 and, which immediately adjacent the body bolsters and between the latter and the ends of the car are preferably of angle shape having an upwardly projecting vertical flange 6 and. an inwardly projecting horizontal flange 1. The flanges 3 and 6 are disposed substantially in vertical planes constituting continuations of each other 'and it is to these flanges that the lower edges of the side sheets are se cured. As is usual the sides of the car are pref erably strengthened by side stakes, each of which may advantageously be of angle shape having a flange 8 secured to the sheets and a flange 9 pro- Y jecting inwardly from the latter. The sides of the car are also preferably formed with top rails I0 to which the upper portions of the side sheets are directly secured and to which the upper portions of the side stakes are indirectly secured by brackets II.

The end sheets 2 of the car are connected at their side edges to corner posts I2 to which the side sheets adjoining the ends of the car are also secured, each of the corner posts being preferably of angle shape. Along their upper edges the end sheets are secured to top rails I3 of a shape simiiar to the side top rails I0 while at their lower edges they are provided with inwardly projecting anges I4 for attachment to adjacent inclined floor sheets I5 of the car. Each end of the car may be advantageously braced or strengthened by a pair of angle members having anges I6 and I1, respectively. The anges I6 of these members are rigidly secured at their upper portions to the end top rails I3 and at their lower portions to the upwardly projecting substantially vertical flange I8 of the adjoining end sill.

The center sill A of the car which extends from one end thereof to the other is preferably formed as a single unitary casting having spaced side walls I9 integrally connected by top and bottom walls 2D and 2|, respectively. The side walls are substantially vertical and as shown in several of the transverse vertical sectional views are preferably of greater width adjacent their lower portions than' adjacent their upper portions while the top wall 20 is preferably arched and has downwardly diverging portions 22 which are inclined transversely of the car. Although the side and top walls extend substantially continuously from one end of the sill to the other the bottom wall terminates inwardly of the ends thereof at substantially the points of the sill to which the body bolsters are secured. To reduce the weight of the center sill and yet not to impair its strength the bottom wall may be provided with a plurality of openings 23, the portions of the bottom wall bounding the openings being preferably formed with upwardly projecting rigidifying ribs 23'..

Adjacent each end of the sill the top wall is provided with a substantially horizontal portion 94 to afford a convenient portion to which the inwardly projecting horizontal flange 25 of the adjacent end sill may be rigidly secured. These horizontal portions of the center sill merge infn `and are integrally connected to the diverging-portions 22 of the top wall by portions 26 which are inclined longitudinally of the car and progressively decrease in width to adjacent the apex of the top wall. Outwardly of the horizontal portions 24 the center sill is integrally provided with upwardly projecting members 21, each of which is formed with a vertical transversely extending flange 28 and longitudinally extending end flanges 29. The flange 28 serves as a convenient means to which the upwardly projecting ange I8 of the adjacent end sill may be rigidly secured while the anges 29 serve as convenientmeans to which the outwardly projecting anges |1 of the angle-shaped and reinforcingl members may be rigidly attached. To more securely connect the lower portions of these angle members a plate 3D may be interposed between the vertical flange of the end sill and the member 21, being rigidly connected to each and to the flanges I6 of the angle members.

Each end of the center sill may advantageously be integrally provided with a striking casting having a substantially vertical face 3| constituting an end wall portion of the sill and an inturned substantially horizontal flange 32 formed integrally with the upper portions of the side walls of the sill. 'I'he striking casting may, if desired, be reinforced by a plurality of ribs 33 which integrally connect the vertical and horizontal portionsl 3| and 32 with adjacent portions of the top wall of the sill. The sill may also be provided with carrier irons which in addition to their usual function serve to integrally connect the lower end portions of the side walls of the sill. Each carrier iron may be formed with a substantially horizontal web portion 34 and downwardly projecting marginal flanges 35. If desired, a removable wear member 36 may be interposed between the web 34 of the carrier iron and the shank of an associated coupler illustrated in Figures 3 and 5. Each end of each side wall of the sill may be integrally formed with a substantially vertical flange 31 having portions projecting from opposite sides thereof and disposed in substantially the'planes of the face 3| of the adjacent striking casting and the outer one of the flanges 35 of the adjacent carrier iron. It will thus be seen that the flanges 31 of the side walls, the face 3| of the striking casting, the outer one of the vertical flanges of the carrier iron form in effect an end wall for the center sill which has an open- 5 ing for receiving a car coupler.

From adjacent the points to which the body bolsters are adapted to be attached outwardly to -its ends the center sill is open on its underside and the side and top walls of these portions of l0 the sill constitute pockets for receiving draft gears. In order to compensate for the omission of the bottom wall at these portions of the sill the lower edges of the side walls are provided with outwardly projecting anges 38. The pockl5 et portions of the sill are each provided with two pairs of substantially vertical inwardly projecting members 39 formed integrally with the side vand top walls for cooperating with draft gear followers (not shown). Each of these members 20 is provided with a plurality of substantially horizontal longitudinally extending reinforcing ribs 40 formed integrally therewith and the adjacent side wall. The inner edges of the adjacent reinforcing ribs are integrally connected by sub- 25 stantially vertical web portions 4| which are disposed in planes inclined with respect to the side walls of the sill. It will thus be observed that the stop members 39 are reinforced by a plurality of substantially channel-sh-aped members. 30 The side Walls of the still adjacent the forward pair of stop members 39 are provided with alined openings 42 for receiving a draft gear key 43. The portions of the walls bounding the openings are preferably provided with outwardly project- 35 ing strengthening ribs 44, the forward portions of which are connected to portions of the end flanges 31 by additional ribs 45. The laterally projecting flanges 38 of the side walls of the sill are preferably apertured as at 46 to receive rivets 40 or the like for connecting thereto a suitable member (not shown) for supporting the draft gear within the pocket. To relieve these flanges from strain at the points to which the draft gear supporting members are adapted to be attached they are preferably vprovided with strengthening ribs 41 formed integral with the side wall.

Inwardly of the rear pair of'follower stops 39 the side walls are preferably integrally connected substantially midway between their upper and lower edges by an angularly shaped member which may be advantageously of channel shape having a substantially horizontal web 48 and downwardly depending substantially vertical marginal flanges 49. Thus it will be perceived that the side walls of the sill are adequately tied together to prevent them from spreading, due to shocks imparted thereto from the draft gears.

Adjacent its end portions the bottom Wall of the center sill is integrally formed with depressed circular portions 50 respectively constituting center plates of the center bearings of the car. At their central portions each of the center plates is formed with an upwardly extending substantially cylindrical member 5| for receiving a cen- 65 ter pin by which, as is well known, the center sill is connected to the adjacent car truck. This cylindrical portion is integrally connected to the side walls of the car by a substantially horizontal web or plate portion 52 which is of a width 70 greater than the diameter of the center plate and has portions overlapping portions of the bottom wall of the sill adjoining the center plate. It will, of course, be appreciated that this web member, in addition to connecting the cylindrical' walls.

member to the side walls of the sill, integrally connects the latter at a point somewhat above the bottom wall. The end portions of the web 52 are integrally connected to the bottom wall of the sill by substantially vertical transversely extending members 53. These members are also integral with the side walls of the sill and have portions 54 extending above the web 52. It will thus be observed that the lower portions of the center sill adapted for connection to the car trucks are of substantially box shape thereby producing a most rigid construction. To further reinforce the cylindrical center pin receiving member 5| it is provided with a plurality of pairs of rigidifying ribs 55 and 56, respectively, the ribs 55 extending longitudinally of the sill and the ribs 56 extending transversely thereof. The transversely extending ribs 56 integrally connect the cylindrical member to the side walls oi' the sill and extend on opposite sides of the web 5 2, the portions of the ribs above the web extending upwardly and being integrally joined with portions of the top wall of the sill adjacent the side The longitudinally extending ribs integrally connect the cylindrical member to the web and to the upwardly extending portions 54 of the transversely extending members 53. These ribs also have portions below the web 52 but instead of being integrally connected to the cylindrical member terminate adjacent the outer edges of the depressed center plate forming portion 50. By forming the portions of the longitudinally and transversely extending ribs which extend below the web 52 in the manner described this portion of the center sill may be easily cast and for this purpose the web 62 is preferably provided with a plurality of core openings 51.

Formed integrally with and projecting laterally from the side walls of the' center sill adjacent each of the center plates is a pair of brackets 56 to which the adjacent body bolster is adapted to be secured. Each of the brackets is formed with a substantially horizontal plate portion 59 spaced somewhat above the lower edges of the side walls and preferably disposed in the plane of the horizontal web 52. The plate portions of each of the brackets may be advantageously reinforced by a plurality of downwardly and transversely extending ribs or portions 60, one of the ribs being disposed centrally of the plate and the others being adjacent the marginal edges thereof.

The marginal reinforcing portions may conven-v iently terminate ln laterally projecting flanges 6I which incline downwardly from adjacent their outer ends to points outwardly of the adjacent side wall of the sill where they continue in the plane of the bottom wall of the latter. The outer marginal edges of the plate portions may, if desired, be reinforced by a relatively small depending rib 62 and adjacent their inner ends they may be reinforced by -triangularly shaped gussets 63 disposed intermediate the main reinforcing ribs 60.

'Ihe body bolsters of the car are made of cast metal but instead of forming them as integral castings each is preferably constructed of two sections respectively disposed on opposite sides of the center sill. Each section is provided with-a substantially vertical web 64 and with upper and lower flanges 65 and 66, respectively, projecting on opposite sides of the web. To reduoe the weight of the bolster sections the webs may be provided with a plurality of apertures which are arranged so as not to impair the strength of the bolster. The upper flange 65 of each bolster section is preferably inclined to supportingly cooperate with adjacent inclined floor sheets of the car and it is integrally connected to the web portion of the section by an inclined portion 61 disposed at a substantially right angle to the flange and at an oblique angle to the web. The portions of the lower flanges 66 of the bolster sections between their respective inner ends and the portions to which side bearing wear plates 68 are secured are disposed in substantially horizontal 1o planes and rigidly secured by rivets 69 to the plate portions 59 of brackets 58. 'I'he portions of the bottom flange of the bolster sections between the side bearing wear plate 68 and the outer ends of the sections respectively incline upl5 wardly and outwardly as at 10. To rigidify the body bolster sections against bending stresses due to bufilng forces transmitted to them from the car center sill the horizontal portions of the lower flanges 66 of the sections are formed with 20 upwardly projecting marginal ribs 1| while the inclined portions of the flanges are formed with downwardly projecting marginal ribs 12.

At their inner and outer ends each of the bolst'er sections is integrally provided with substan- 25 tially vertical flanges 13 and 14, respectively, which project on opposite sides of the web 64. The inner anges 13 are rigidly secured to the adjacent side -walls of the center sill by rivets 15 while the outer flanges 14 are rigidly secured to adjacent portions of the side sills and side sheets by rivets 16. Intermediate their ends the upper and lower flanges of the bolster sections are integrally connected by a plurality of truss-like flanges 11 which project on opposite sides of the 35 web 64 and effectively resist and eiiiciently distribute throughout the bolster the stresses normally imparted thereto by the car body and its contained lading. The truss-like anges of each bolster section preferably extend upwardly and 40 inwardly from adjacent the lower corner thereof to the upper flange 61, thence downwardly and inwardly toward the portion of the lower flange 66 to which the side bearing wear plate is attached, then, again upwardly to the upper flange 45 65 and from there downwardly to the adjacent upper corner of the center sill where it merges into the inner flange 13. From the foregoing it will be perceived that each bolster section is in effect formed with an' upper chord member of 50 substantially angle shape involving the upper flange 65 and the inclined portion 61, a lower chord member involving the lower flange 66 and adjacent portions of the web, and truss members involving the truss flanges 11 and portions of the 55 'web adjoining them.

Adjacent their outer ends each of 'the bolster .sections is preferably provided with an upwardly projecting portion 18, the upper edge of which is formed with an inclined flange 19 which is in- 60 tegrally connected by a substantially vertical flange to the adjacent portion of the upper flange 65 of the section. 'I'he upwardly projecting portion 18, together with adjacent end portions of the section, afford convenient means to 65 which the inwardly projecting flanges 9 of adjacent side stakes may be rigidly secured while the inclined anges 19 oi' the projections aiord supports for inwardly offset downwardly inclined portions of adjacent side sheets of the car.

Each bolster section is also integrally formed with an inwardly projecting upstanding extension overlying the top wall oi' the center sill. Each extension is formed with an inclined top flange Il constituting a continuation of the top flange of 75 the bolste section, a substantially vertical plate portion 82 constituting a continuation ofthe web of the bolster section and an intermediateinclined portion 83 constituting a continuation of the inclined portion 61. To rigidly connect 'the extensions of the bolster sections to the center sill the latter is integrally provided with an upstanding projection 84 of substantially the same cross sectional shape as the extensions and having portions 85, 86 and 81 respectively corresponding to portions 8|, 82 and 83 of the latter. The top flange of the projection 84 preferably underlies the inclined top flanges 8| of the bolster extensions nd corresponding portions of the projections and extensions are rigidly connected by a plurality of rivets 88. The center sill projection 84 is conveniently reinforced by a sub.- stantially vertical flange 89 which extends downwardly from the upper flange 85 thereof and intersects the top wall of the center sill adjacent its apex and by a plurality of downwardly converging marginal flangesl 90 which respectively intersect the center sill adjacent its upper corners. From the foregoing it will be observed that not only are the bolster sections rigidly secured to the brackets 58 and the projection 84 but they are .also secured to the side walls of the center sill.v In this manner a most rigid connection is obtained between the body bolsters and center sill. j s

Although the car may be provided with any number of cross bearers for supporting the center sill intermediate the body bolsters I have found that it is necessary to equip a car of the type and character disclosed in the drawings with only two. Each of the cross bearers is of truss form and is preferably constructed as an integral casting extending from one side of the car to the other above the center sill. Each of them is provided with an upper chord member9l of sub-4 stantially T-shape having a top flange 92"and a depending flange 93 and with a lowerchord member 94 of substantially the same shape havinga bottom flange 95 and an upwardly projecting flange 96. At their ends the upper and lower chord members are respectively connected by downwardly diverging truss members 91 of substantially cruciform shape having oppositely projecting flanges 98 and 99, respectively, the flanges 98 being substantially vertical and disposed in the plane of the flanges 93 and 96 of the upper and lower vchord members. Adjacent their central portions the upper and lower chord members of the cross bearer are integrally connected by a strut member |00 of cruciform configuration having oppositely projecting flanges IUI and |02, the flanges |02 being disposed in the same vertical plane as the vertical flanges of the upper and lower chord member. The chord members are also integrally connected by truss members |03 which diverge upwardly from adjacent the lower end of the strut member |00 to respectively adjacent the points of intersection of the truss members 91 and the upper chord'member. The truss members |03 arealso of. cruciform conguration having oppositely projecting flanges |04 and |05, the latter being disposed in the plane of the other vertical flanges of the cross bearer.

At their outer ends each of the cross bearers is provided with downwardly extending members |06 respectively provided with end flanges conforming to the cross sectional shape of and rigidly secured to the side sills. Moreover, the side stakes adjoining the cross bearer may be rigidly secured to the vertical vflanges 98 of the truss latter.

members 91 by rivets |01 and so as to provide these truss members with enlarged portions to which the side stakes may bersecured the portions of the flanges 98 above the flanges 99 progressively increase in depth from adjacent their 5 upper ends while the portions of the flanges 98 below the flanges 99 progressively decrease a corresponding amount. At their ends the flanges 98 may be conveniently fashioned with offset portions |08 for attachment totI adjacent portions of 10 `the side sheets of the car. Intermediate portions of the side stakes adjoining the cross bearer may be rigidly connected to the latter by downwardly converging arms |09. To provide the cross bearer with convenient means to which the arms may be 15 attached brackets IIO may be integrally formed therewith adjacent the points of intersection of the top chord'member and the' truss members 91. Each of these brackets is provided with a substantiallyvertical portion III and a reinforcing 20 flange II2 projecting from opposite sides of the The lower portions of each of the arms |09 is bifurcated and secured to the web II| of the adjacent bracket in interleaved relation by rivets I I3. At their upper ends the arms are re- 25 spectively provided with enlarged pad portions I I4 rigidly secured to the side stakes by rivets I l5. From the foregoing it will be perceived that the cross bearers, in addition to being rigidly secured to the side sills, are rigidly connected at verti- 30 cally spaced points to adjoining side stakes, thus effectively tying together and bracing the car stantially vertical web I I1 and an inwardly offset 40 I substantially horizonm aange lla. 1f desired, the members I|6 may be reinforced by ribs or flanges II9 which intersect the top wall of the center sill adjacent its apex. The central portion of the lower chord member of the cross bearer is 45' interposed between the members I I6 and inwardly projecting flanges II8 of the latter overlie adjacent portions of the bottom flange 95 of the chord member. In order that the members IIG may not project a relatively great distance above 50 the top of the center sill to be disposed ininterlocking relation with the lower chord member of the cross bearer the portion of the top wall between the members 'II6 is preferably flattened thereby affording Vsubstantially horizontal por- 55 tions |20. The central portion of the flange-95 of the cross bearer adapted to cooperate with the members I I6 is of a width substantially equal to the distance between the webs I I1 of the members II6 while other portions of the flange are 60 of a width slightly less than. the distance between the inner edges of the flanges I I8 of the ribs. By forming the lower flange of the cross bearer in this manner it will be observed that after the cross bearer has been moved transversely of the 55 center sill a suiicient amount to move the enlarged central portion of the flange from between the members IIB the cross bearer is'in position to be disconnected from the center sill by being lifted bodily upward. The reverse of this opera- 70 tion is, o f course, followed for connecting these parts and it will be appreciated that in building the car the cross bearer and center sill must be' connected before anyV portions of the car sides are assembled. After the carl is once assembled, 75

transverse movement of the cross bearers with respect to the center sill is prevented by the car i sides thereby preventing accidental disconnection of the center sill and cross bearer. By interlocking these parts of the car underframe in this .manner it will be observed that the cross bearers downwardly from adjacent the ends of the car to the respective body holsters may advantageously extend continuously from one side of the car to the other. At their lower edges these sheets are rigidly secured to the inclined top flanges 65 of the body bolsters by rivets |2I. Extending downwardly from each of the body bolsters on opposite sides of the center sill are inclined iioor sheets |22 which are spaced transversely of the car. These iioor sheets extend downwardly below the side sills of the car to form the slope sheets of hoppers designated by the reference letter F.

The outer side edges of the portions of the sheets which extend into the hopper are secured to the outer hopper side sheets I 23 while the outer side edges of the portions of the sheets above the side sill are provided with upwardly projecting lianges |24 secured to adjacent car side sheets. To support the inner edge portions of sheets |22 adjacent the center sill the latter is integrally provided wlth laterally projecting downwardly inclined flanges |25 which underlieI the floor sheets. The inner edges of the portions of the sheets which extend below the center sill are secured to their supports by inwardly projecting anges I2|i of the inside hopper sheets I 21 which are secured along their upper edges to the side walls of the center sill. The upper portions of anges |26 are preferably interposed between adjacent portions of the floor ysheets and the supporting flanges |25 of the center sill. To eliminate the necessity of oilsetting the floor sheets where they iirst overlap the anges |20 the lower end portions of flangesl25 are preferably offset downwardly as indicated at |20. a distance equal to the thickness of anges |26.

'I'he inner edges of the portions of the inclined iloor sheets |22 above the center sill are connected by an inclined splice sheet |29. The upper edge of the splice sheet, together with the upper edges of iloor sheets |22 underlie the lower edge portions of the end floor sheet l5, being secured to the inclined top ange of the body bolster by the rivets I2I. 'I'he side edges of the splice sheet overlap the adjacent side edges of floor sheets |22 and are secured thereto by rivets |30. At its lower edge the splice sheet overlaps and is rigidly secured to a ilange |3| which is formed integrally with and projects upwardly from the top wall of the center sill. This flange is also formed integrally with and constitutes in eifect a continuation of the laterallyl projecting anges |25 and it maybe suitably reinforced by a rib |32 which projects upwardly from the apex of the top wall. By providing the center sill with flanges to which the adjacent iloor sheets and splice sheets may be rigidly secured, the necessity of offsetting the sheets to form attaching iianges is eliminated and a much simpler and yet more rigid construction is produced.

Disposed beneath each of the cross bearers in spaced relation to the lower chord member thereof and on opposite sides of the centersi1l are transverse `or cross ridge sheets |33. Each of these sheets has downwardly diverging portions to the lower edges of which are respectively secured the door frames |34 and |35 with which the hoppers may be conveniently provided, the numeral 34 designating the door frames of the 5 end hoppers F and |35 designating the door frames of the center hoppers G. The in ner edges of the cross ridge sheets overly and are rigidly secured to laterally projecting members I 36 formed integrally with the side walls of the cen- 10 ter sill. Each of these members is provided with downwardly diverging portions |31 which are inclined longitudinally of the car are respectively disposed in planes parallel with the corresponding diverging portions of the ridge sheets. At 15 their outer ends the ridge sheets are supported by members |38 having downwardly diverging portions |39 underlying the ridge sheets and formed integrally with the depending end portionsy |06 of the cross bearers.

members |36 and |38 respectively, it will be observed that each of the cross ridge sheets may be conveniently formed of a single sheet which may be easily assembled in the car structure and 25 quickly attached to its associated parts. Moreover, although it is thought unnecessary to connect the cross bearer with the center sill to prevent relative transverse movement of these parts as such movement would be prevented by other 3o parts of the carstructure, it will be observed that the cross ridge sheets, in view of the manner in which they are secured to the car, necessarily function so as to prevent this relative transverse movement. 35

The center sill is preferably reinforced adjacent the points at which it is connected to the cross bearer by a plurality of pairs of internal anges |40 andv I4I, respectively. The pairs of flanges designated by the reference numeral |40, 40 extend transversely of the center sill and are spaced longitudinally thereof so as to'lie in substantially the planes of the respective webs I |1 of the cross bearer connecting members I6. The ilanges of each of these pairs are of substantially 45 triangular shape and integrally connect the upper portions of the side walls with adjacent portions of thearched top wall. 'I'he pair of flanges designated by the reference numeral I4I, also extend transversely of the center sill and are 50 preferably disposed intermediate the pairs of ilanges designated |40. Each of anges I4| is also of triangular shape and integrally connects the bottom wall of the center sill with the lower portions of the adjacent side walls. 'Ihe upper edges of flanges I4|' respectively merge into substantially horizontal ribs |42 which deiine the lower edges of core openings |43 which may be .conveniently formed in the side Walls of the center sill below the outwardly projecting ridge 60 sheet supporting members |36. 's

'I'he center hoppers G of the car are respectively disposed on opposite sides of the center sill in the same manner as the end hoppers F and the inclined floor sheets |44 of the former re- 65 spectively diverge downwardly on opposite sides of the transverse 'center axis of the car. The upper portions of the outer side edges of each of the floor sheets is provided with an upwardly l projecting ange |45 rigidly secured to the adja- 70 cent portions of the adjoining side sill. 'I'he lower portion of the outer side edges of each of the floor sheets overlies and is rigidly secured to inturned flanges |46 of the outer hopper side sheets |41, the latter being secured to the lower iiange 4 75 By providing the center 20i sill and the cross bearers with the supporting V manner similar to which the lower portions of flanges for attachment to` the center sill the latter is preferably integrally formed with members 5 |48 having downwardly diverging portions |49 inclined longitudinally of the car which under- 'lie and are rigidly secured to adjoining portions of the floor sheets. The lower portions of the inner edges of the floor sheets are secured to flanges |50 of the inside hopper sheets |5| in a the outer edges are secured to the outside hopper sheets, the inside hopper sheets, of course, being secured to the side walls of the center sill.

The inclined portions |49 of the members |48 extend upwardly to the apex of the arched top Wall of the center sill and are integrally connected by a substantially horizontal portion |52 which in effect forms a part of the top wall. The portions of the top wall of the center sill immediately adjacent the horizontal portion |52 are inclined longitudinally ofy the car being respectively disposed in the planes -of the adjoining inclined'portions |49 and intersecting the transversely inclined portions of the top `wall in downwardly inclined diagonally extending lines.

The upper edges of the floor sheets |44 terminate in substantially horizontal flanges |53 which are overlappingly secured to horizontal flanges |54 of transversely extending members |55 respecf tively disposed on opposite sides of the center sill. The inner edges of the horizontal flanges of the transverse members underlie and are rigidly connected to the horizontal portions |52 of the center sill while the inner portions of the horizontal flanges of the iloor sheets overlie and are4 rigidly secured to these portions. At their outer ends each of the transverse members |44 is rigid- Uly secured to a bracket |56 mounted on the adjacent side wall of the car. Each of these brackets is formed with an angle shaped upper portion having flanges |51 and |58', respectively, secured to adjacent portions of the adjoining car side sheet and side stake and with a lower plate portion |59 overlappingly secured to the inner face of the upper flange 3 of the adjacent side sill. The plate portion is integrally formed with an inwardly projecting flange having a substantially horizontal portion |60 and oppositely extending downwardly diverging portions |6|. The horizontal portion |60 affords a convenient means to which the arched ilange |54 of the adjacent transversely extending member |55 may be secured while 'the diverging portions |6| afford convenient means for supporting the upper outer corners of the inclined oor sheets |44. It will, of course, be observed that flange |54 underlies the horizontal portion |60 of the bracket while the floor sheets overlie the downwardly diverging portions of the latter. By integrally providing the center sill with the laterally projecting members |44 to which the floor sheets of the hoppers G and the transversely extending members |45 may be rigidly secured and by connecting these parts in the manner described it will be appreciated that an extremely rigid and yet simple construction is produced.

The center sill may be conveniently reinforced adjacent the portions to which the floor sheets |44 are connected by a pair oi.' substantially vertical, `preferably triangularly shaped, reinforcing ribs or flanges |62. Each of these flanges integrally connects the bottom wall of the center sill with the lower portion of the adjacent side Wall. At their upper edges the flanges |62 ,re-

` spectively merge into` reinforcing ribs |63 surrounding core openings V|64 with which the side walls may be conveniently provided.

If desired, the center sill may be integrally profvided at any suitable place, as for instance, ad- 5 jacent one of the body bolsters, with a pad or bracket |65 on which an air brake cylinder may be mounted. The pad may be advantageously formed with a substantially horizontal plate portion |66 adjacent the upper edge of the adjoining side wall of the sill and with downwardly extending marginal reinforcing flanges |61. The center sill may also be conveniently integrally formed adjacent its opposite ends with brackets |68 to which diagonal braces (not shown) may 15 be respectively secured. These brackets are also preferably formed with horizontal plate portions |69 and with substantially vertical downwardly extending reinforcing anges |10.

By providing a hopper car with a cast steel 20 center sill of the form illustrated, an extremely rigid car construction may be produced and one in which a, minimum number of rivets are employed. Moreover, the construction of the sill is :auch that adjoining parts of the car may be 25 easily and most rigidly secured to it and the car construction as a whole is greatly simpliiied.

I claim:

1. A railway car having a cast metal center sill involving integrally connected substantially 30 vertical side walls,- an arched top wall, and a substantially horizontal bottom wall, said side and top walls extending from one end of the sill to the other and said bottom wall terminating inwardly of the ends of the sill.

2. A railway car having a cast metal center sill, and body bolsters rigidly secured' to the latter inwardly of its ends, said sill being provided with .integrally connected side, top and bottom walls,.

said bottom wall extending from adjacent the 40 portion of the sill to which one of said bolsters is secured to adjacent the portion thereof to which the other of said bolsters is secured and terminating adjacent said portions, said side walls being respectively provided intermediate said bolster and 46 the respectively adjacent ends of the sill with laterally projecting flanges which terminate adjacent the ends of said bottom walls.

3. A railway car having a cast metal center sill, provided with integrally connected side, top 50 and bottom walls said bottom walls terminating inwardly ofthe ends c-f the sill, said side walls being integrally provided with laterally projecting flanges respectively extending from adjacent the ends of the sill to the ends of the bottom 55 Wall and terminating adjacent said ends.

4. A railway car having a cast metal center sill, and body bolsters rigidly secured to the latter inwardly of its ends, said sill being provided with integrally connected side, top and bottom walls, 60 said side and top walls Y'extending from-one end of the sill to the other and said top wall being arched transversely of the sill, said bottom wall extending from adjacent the portion of the sill to which one of said bolsters is secured to -adja- Il cent the portion thereof to which the other oi' said bolsters is secured, said side walls being integrally'provided adjacent their lower edges with outwardly projecting flanges extending from adjacent the ends of said bottom wall to adjacent 70 the adjoining ends of the sill.

5. A railway car having a cast metal center sill extending from one end of the car to the other and provided with integrally connected side, top and bottom walls, and body bolsters rigidly JI secured to said sill inwardly of the ends of the latter, said top wall having downwardly converging portions, said bottom Wall extending from adjacent the portion of the sill to which one of said bolsters is secured to adjacent the portion thereof to which the other of said bolsters is secured, said side walls being integrally provided adjacent their lower edges with outwardlyprojecting substantially horizontal anges extending from adjacent the ends of the bottom wall to adjacent the adjoining ends of the sill.

6. A railway car having a cast metalcenter sill provided with integrally connected side and top walls said top wall being arched intermediate the ends of the sill and merging into substantially horizontal portions adjacent said ends.

7. A railway car having a cast metal center sill provided with integrally connected side and top walls, said top wall being provided adjacent its ends with substantially horizontal portions and inwardly of its ends with downwardly diverging portions inclined transversely of the car, adjacent portions of said horizontal and inclined portions being respectively connected by portions inclined longitudinally of the car.

8. A railway car having a cast metal center sill provided with spaced side walls and a top wall integrally connecting the latter, ,substantially vertical members projecting inwardly from the respective side walls and formed integrally with thelatter and said top wall, said members being adapted to cooperate with followers of a draft gear, and means for reinforcing said vertical members comprising portions extending longitudinally of the sill and formed integrally with the side walls thereof.

9. A railway car having a cast metal center sill involving spaced side walls, and a top wall integrally connecting the side walls, each of said side walls being integrally provided with a substani formed integral with each side wall and extending longitudinally of the sill for reinforcing the adjacent vertical member.

10. A railway car having a cast metal center sill provided with integrally connected side and top walls, said side walls being respectively integrally provided with inwardly projecting transversely extending members adapted to cooperate with the followers of a draft gear, the upper portions of said members merging into and being formed integrally with said top Wall, said side walls being also integrally provided with inwardly projecting longitudinally extending members for reinforcing said transversely extending members, each of said longitudinally extending members being of channel shape and the webs of said channel shaped members being disposed in a vertical plane inclined with respect to the said side walls.

ll. A railway car having a cast metalcenter sill provided with side walls, and angularly shaped members for integrally connecting said side walls, said members being respectively disposed adjacent the portions of the sill to which-thel car trucks are adapted to be pivotally associated.

12. A railway car having a cast metal center sill provided with integrally connected side and top walls, and angularly shaped members spaced below said top wall and having substantially horizontal and vertical portions integrally connecting said side walls, said members being respectively disposed adjacent the portions of the sill to which the car trucks are adapted to be pivotally associated.

13. A railway car having a cast metal center' sill provided with integrally connected side and top walls, and channel shaped members integrally connecting said side walls, said members being respectively disposed adjacent the portions of the sill to which the car trucks are adapted to be pivotally associated.

14. A railway car havinga cast metal center 10 sill provided with integrally connected side and top walls, and channel shaped members integrally connecting said' side walls disposed adjacent the portions of the sill to which the car trucks are adapted to be pivotally associated, each l5 of said channel shaped members having a substantially horizontal web and substantially vertical flanges.

15. A railway car having a cast metal center sill provided with integrally connected side and 2O top walls, means rigid with the said side walls for cooperating with draft gear followers, and members disposed adjacent said means and intermediate the upper and lower edges of the side walls for integrally connecting the side walls.

16. A railway car having a cast metal center sill provided with integrally connected side and top walls, means rigid with said side walls for cooperating with draft gear followers, and members disposed adjacent said means for integrally con- 33 necting said side walls, each of said members being of angular shape and having substantially horizontal and vertical portions.

17. A railway car having a cast metal center sill provided with spaced side walls and a top 35 wall integrally connecting the latter, each of saidy walls extending substantially continuously from one end of the sill to the other, portions of the top wall adjacent the ends of the sill being arched and extending above the upper edges of the side walls, each of said arched portions of the top wall and the adjacent portions of the side walls forming a pocket for receiving a draft gearl 18. A railway car having a cast metal center sill provided with spaced side walls and a top wall integrally connecting the side walls,- each of said walls extending substantially continuously from one end of the sill to the other, portions of the top wall adjacent the ends of the sill being providedwith upwardly converging portions inclined transversely of the car and respectively intersecting above the upper edges of the side walls, said upwardly converging portions of the top wall and the respectively adjacent portions of the side walls forming pockets for receiving draft gears. f

19. A railway car having a cast metal center sill provided with spaced side walls and a top wall integrally connecting the latter, each ofsaid walls extending substantially continuously from one end of the sill to the otherfportions of the top wall adjacent the ends of the sill being arched and extending above the upper edges of the side walls, each of said arched portions of the top walls and the adjacent portions of the side walls forming a pocket for receiving a draft gear, the portions of the side walls forming said pocket being respectively provided adjacent their lower edges with outwardly projecting flanges.

.20. A railway car having a cast metal center sill provided with integrally connected side and top walls, a center plate formed integrally with said sill, a web spaced above said center plate and integrally connecting said side walls, a hollow substantially cylindrical member formed inf tegrally with said center plate and said web, said cylindrical member extending upwardly above said web, and a plurality of ribs integrally connecting the upwardly projecting portion of said cylindrical member and said web.

21. A railway car having a cast metal center sill provided with integrally connected side and top walls, a center plate formed integrally with said sill, a hollow substantially cylindrical member formed integrally with and extending upwardly from said center plate, a substantially horizontal web disposed intermediate said center plate and said top wall integrally connecting said cylindrical member and said side walls, said web being also disposed below the upper end of the cylindrical member and a plurality of substantially vertical ribs integrally connecting said web and center plate.

22. A railway car having a cast metal center sill provided with integrally connected side and top walls, a center plate formed integrally with said sill, a hollow substantially cylindrical member formed integrally with the center plate and projecting upwardly therefrom, a substantially horizontal web member spaced above said center plate and integrally connecting said cylindrical member and side walls, and a plurality of transversely extending substantially vertically disposed ribs, each of said ribs having portions disposed above and below said web, the portions below said web integrally connecting the latter to the center plate and the portions above said web integrally connecting the latter with adjacent portions of the side and top Walls of the sill.

23. A railway car having a cast metal center sill provided with integrally connected side, top and bottom walls, a center plate formed integrally with said bottom wall, a hollow substantially cylindrical member formed integrally with the center plate and projecting upwardly therefrom, a substantially horizontal web integrally connecting said cylindrical member and said side Vwalls, substantially vertical transversely extendand bottom walls, a center plate formed integrally with said bottom wall` a hollow substantially cylindrical member formed with the center plate and projecting upwardly therefrom, a substantially horizontal web integrally connecting said cylindrical member and said side walls, and substantially vertical transversely extending members integrally connecting said web and bottom wall,'said members having portions extending upwardly above said web, longitudinally extending ribs integrally connecting the upwardly extending portions of said transversely extending members with said cylindrical member, and substantially vertical transversely extending ribs integrally connecting said web, cylindrical portion and side walls.

25. A railway car comprising a body bolster, and a center sill involving side walls, and top and bottom walls integrally connecting the side walls, each of said side walls being provided adjacent its lower portion with a laterally projecting bracket, said body bolster being rigidly secured to said side walls of the center sill and to the said brackets in overlapping relation thereto.

26. A railway car having a cast metal center sill provided with spaced side walls, each of said walls being integrally provided adjacent its lower portion with a laterally projecting bracket affording means to which a body bolster may be attached, said brackets respectively having plate portions and rigidifying portions along the side marginal edges of the latter.

27. A railway car comprising a body bolster, and a center sill provided with spaced side walls respectively formed with laterally projecting brackets, each of said brackets having a substantially horizontal plate portion and downwardly extending rigidifying portions, said body bolster being rigidly secured to said horizontal plate portions of the brackets and to said side walls of the center sill.

28. A railway car having a center sill provided with spaced side walls integrally formed with laterally projecting brackets respectively alfording means to which a body bolster may be attached, each of said brackets being provided with downwardly extending rigidfying portions respectively terminating in laterally projecting flanges.

29. A railway car having a cast rnetallcenter .sill provided with spaced side walls respectively formed with laterally projecting brackets anording means to which a body bolster may be rigidly secured, each of said brackets having a substantially Ahorizontal plate portion to which the body bolster is adapted to be secured, each of said plate portions being disposed in a plane intersecting the adjacent side wall of the sill between its upper and lower edges.

30. A railway car having a center sill involving side walls, top and bottom walls integrally connecting the side walls, and a bracket formed integrally with and projecting laterally from each of said side walls affording means to which a body bolster may be rigidly secured, each of said brackets having a plate portion disposed in a substantially horizontal plane intersecting the adjacent side wall of the sill intermediate said top and bottom walls. v

3l. A railway car having a center sill involving side walls, top and bottom walls integrally connecting the side walls, a bracket formed integrally with and projecting from each of said side walls affording means to which a body bolster may be rigidly secured, each of said brackets being provided with a substantially horizontal plate portion, and a web extending between and `integrally connecting said side walls above said bottom wall, said web being disposed in substantially the same plane as the plate portions of said brackets.

32. A railway car having a cast metal center sill involving side walls, top and bottom walls integrally connecting said side walls, a center plate formed integrally with said bottom wall, brackets respectively formed integrally with and projecting laterally from said side walls alfording means to which a body bolster may be secured, each of said brackets having a substantially horizontal plate portion spaced above the plane of said bottom wall, and a web overlying said center plate and Vintegrally connecting said side walls, said web being disposed in the plane of said plate portions of the brackets.

33. A railway car having a center sill integrally provided with an upstanding projection adapted to be rigidly secured to a body bolster for attachment to a body bolster, said projection having a web portion and an inclined top flange, the latter projecting on opposite sides of the web and 

